What a difference a day makes. Yesterday, this bike was taking Herfoss to his maiden Australian supermoto crown. Today, at the same track, it's taking me deeper into the sport of supermoto.
It's a tall bike in all departments and the only one that has not undergone any lowering at all - that's how Herfoss likes it. Feeling more set up for motocross than supermoto, the lofty feel of the bars and pegs are added to by a flat seat that makes moving around the cockpit easy. It's a vaguely similar feeling to the KTM and Yamaha, just taller.

With a few laps gone and the tyres warm, it's obvious that the seat and high bars encourage riding the front wheel. This gives you all the confidence to get the bike right over through the corners. The steering is neutral but positive and not easily unsettled mid-turn. It's clear the Husky runs a visibly steeper steering head angle than the others here, though not as steep as the factory bikes in the US.
The engine is smooth and builds power in a very predictable way - there's no snap off the bottom when winding the power on out of low-speed corners. Bennett likened it to the way an electric motor spins up. The power stays true through the revs and has a strong top-end, making it one of the easier bikes here to hook-up off the turns. Gear ratio wise, it has similar spacings to the KTM and a positive change action.
What's at odds with the rest of the pack is the underpowered front brake. The Brembo four-pot lacks the bite of the Berrlnger set-up that most of the top-runners use. The lever on Herfoss' bike comes right back to the bar. Even winding the lever out, I'd still get two fingers trapped between it and the grip while braking for the tighter corners. Avard claims his set-up is much better, while Bennett says it like it is, "That's just poxy!" Herfoss claims
that it helps him on the dirt but he wanted to try the Berrlnger set-up on his bike.